WO2014206329A2

WO2014206329A2 - Auto-recognition, precision correction and continuous control method for corresponding peak slip rate of road surface

Info

Publication number: WO2014206329A2
Application number: PCT/CN2014/080919
Authority: WO
Inventors: 屠炳录
Original assignee: Tu Binglu
Priority date: 2013-06-29
Filing date: 2014-06-27
Publication date: 2014-12-31
Also published as: CN104249719A; CN104249719B; CN103381800A

Description

Pavement corresponding peak slip rate self-identification fine correction and continuous control method Pavement corresponding peak slip rate self-identification fine correction and continuous control method, applied to motor vehicles (eg, cars, motorcycles, electric vehicles, etc.) to reduce costs An anti-lock brake that improves performance. Applied to traffic accidents High-precision self-responsibility. Say

The existing ABS has not broken through the identification of the corresponding peak slip rate S _Q 〃 of various road surfaces and the accurate measurement and correction of the body speed, so that the utilization coefficient of the adhesion coefficient ε is still in the book ε ^0.75, which is qualified and anti-slip. 80% level.

From Yanding Yi S _Q ": So" = the braking force is the maximum braking force = road adhesion value may be balanced by the numerical identification value for controlling the effect of S _Q 〃 shortest braking distance should be zero sideslip.

1. The domestic and foreign data examples consider the direct control slip rate, especially the corresponding peak slip rate, to be considered as difficult or impossible to extract as follows:

1) Japan "Automobile anti-lock braking device ABS structure and principle" edited by ABS Co., Ltd., Li Chao Green. Mechanical Industry Press 1995. 9 version:

1. 1) It is quite difficult to control the slip rate at the peak required on different road surfaces, so avoid it... (Original lines 17-24)

1. 2) The prior art also cannot solve the peak slip ratio of predicted road surface... (page 42 lines 14-15)

1. 3) There is no means to accurately measure the speed of the vehicle... (page 45 is not 4:46 pages, 2 lines)

1. 4) The slip ratio of the control is a specific value, and it does not necessarily correspond to the peak on various road surfaces, so it is impossible to accurately measure the stability limit of the wheel (page 48, line 2-3).

2) China's Electronic Stability Control System (ESC) Standard Testing and Development Trends: ESC can reduce up to 80% of side-slip accidents. Automotive and Safety 2011-04 (page 58):

3) China's "Automotive Electronic Control Technology" editor Zhou Yunshan. Mechanical Industry Press, Beijing 2004. 8 3. 1) The control (logical control method) of the widely used ABS is not the best control method, and the slip ratio based control method is studied at home and abroad (page 108, lines 10-12).

3. 2) Further shortening of braking distance and directional stability are contradictory. There are quite a few road braking distances that have no obvious advantages compared with conventional brakes, and even have no advantage (page 126, countdown 1-7 lines)

3. 3) In the absence of breakthroughs in vehicle speed sensing technology, logic control algorithms will still be widely adopted (pages 86-14)

4) The new generation of ABS newly added electronically controlled ESP and EBD systems still cannot solve the problem of 3. 2 fundamentally. <(Electric control principle and maintenance of automobile chassis) Liu Yingkai, Peking University Press, 1st edition, January 2012.

2. It is not recognized that the initial slip signal is the basis of the direct control slip rate:

The wheel produces a real-time condition of the initial slip signal S' on the road surface and the relationship between S' and the vehicle speed. The real-time condition for generating S': P F=F =Z ( 1 ) The wheel speed at which the S' signal is generated is the vehicle speed reference value for calculating the initial slip ratio.

Where: P—braking force of the brake;

F—road braking force;

- adhesion; Z - the vertical reaction force of the road surface to the wheel;

φ - adhesion coefficient.

3. There is no breakthrough in the stochastic calculation of the slip rate Sov and the actual slip rate So have a gap to identify and correct the difficulty.

S _ov =^ ^: ^ X 100% (2) When there is no slip ratio: V _b = c _r

Where: V _b — vehicle speed;

Vo-wheel speed;

ω - wheel rotation angular velocity;

r—The effective rolling radius of the wheel.

The reason for the gap: r with the tire load (different, different up and down slopes on the front and rear wheels Changes in different load transfer, tire pressure, tire temperature, tread wear, etc., the change of any one will produce a corresponding gap, plus the gap that the speed cannot be accurately determined, the gap will sometimes be large, so It will inevitably affect the actual effect.

The object of the present invention is to control the corresponding peak slip ratio, and to solve the safety problem of side slip caused by excessive or insufficient braking force or increased braking distance of ε < 1, and to simplify the structure and reduce the cost.

The object of the invention is achieved by the following method: First, the actual slip ratio S of the road test is performed. , So's calculation method

S ₀ = ' ^a ~ ^Sa X 100% ( 3 )

S ' _A

Where: S'A - the wheel has a slipping distance;

S _A — The distance the wheel is rolling.

The test method of S _Q is shown in Example 4.

Test method and calculation method of side slip value b

Calculation method:

The test method of b is shown in Example 5. Peak slip ratio S. "Defining the road test _{ε =} 1 S _T " = ^ (5 )

p = F max = Ψ _φ + F _w = S ₀ " where: Fmax - the maximum braking force of the road surface (ie the combined resistance of i + F _w );

F _w - wear resistance of a reasonable wear amount Q of the outer circumference of the tire;

So"-Fmax has no peak slip rate;

S _T - braking distance "peak S _0" is (S _T is multiple of ¾ test Xian S _T "average regret.

The road test method of various roads corresponding to So" is carried out according to the definition of equation (5) according to the law of sliding friction and the formula (1): the slight slip rate of the longitudinal direction of the wheel is >0, that is, the proof Braking force P = road surface adhesion Υ φ, can achieve ε =1, but can not fully realize S _T ", because: Fmax is the adhesion I (the tread resistance of the tire tread embedded in the uneven road surface) plus the tire circumference reasonable wear The combined resistance of the wear resistance F _w of the quantity Q, the Q value and the frictional heating temperature increase with the increase of S., and increase with the increase of the friction speed. Therefore, different road surfaces and vehicle speeds have different reasonable values of Fmax and corresponding S. And S with ε =1. "The peak range. Again with the flat road test ε =1 S." as the reference value, the difference between the upslope downshift value (S _D ) and the flat path deceleration value S (S _B ) and the correction value ( Sc:).

The principle of real-time identification of the flat road: The deceleration meter is fixed at the appropriate position on the vehicle, and the emergency brake is generated as long as the brake function is normal. (1) When PF=F^=Z: Deceleration meter slide (2) the lower rail (1) in the guide, moves to the left against the spring (3) force of P _w, P _w when the balance -F produced i.e. a moving distance (Si) or (S ₂₎ ....... Release the brake: The slider (2) returns to the right limit under the action of P _W , S value = 0. The slider moving distance S is proportional to the deceleration (hereinafter referred to as the deceleration value). Since the reaction force F of F acts to generate S, 丄), (S ₂ )... : φ _Q ., φ ₀ . ₂ . Simultaneously generated by F and -F, simultaneously increasing or decreasing, and disappearing at the same time to complete the instant identification ^ Emergency braking by -F acting on the slider (2) to generate the S' signal instantaneous turn-holding time calculation S. _v First identify all types of real-time pavement: Calculate S. _V <S. 〃Super-Ping Road tolerance and S constant, is downhill; Calculate So _V 〉So〃 super-flat path tolerance and S is unchanged, is uphill; Calculate So^So" and S is also stable, is unchanged Flat road, the real-time value S _{D is} directly converted to Sc or the calculation of S _c to correct the S of the up and down slope; the braking process is calculated according to the deceleration slope set or calculated by S ₂ -=^0. ^0.2... At the moment S. _v increase or decrease to identify the increase and decrease: Calculate S. _v , S are all within the tolerance range, there is no obvious change; calculate S. _v increase the tolerance And S also changes, it is calculated from high to low ^. _v reduces the tolerance and S is more stable, it is from low to high ^ by increasing and decompressing ₂ times to make S. " +S.- S.= So " or ≠8. 〃 (ie 1+XX=1 or ≠1) to identify ε =1 or ≠1. When there is 1+Χ-Χ≠1 super-tolerance, the S value is corrected according to the difference of ≠1 until 1 The difference between +Χ-Χ≠1 is converted to s within the tolerance. "The value of the value is guaranteed to be output, so that the electronic controller corrects s, So" and continuous control S according to the S' self-identification fine. "The output of anti-lock brakes for cars, motorcycles and electric vehicles is realized. Various roads, working conditions, check S." Whether the maximum time interval tmax of the over-tolerance difference should be selected so that no side slip will occur. Within the test time limit or within the maximum limit of the wheel rotation angle, the S ₀ "super-tolerance timely detection and correction of the active anti-slip anti-lock brake can be realized. The wheel speed from one side < The wheel speed decompression correction on one side is invalid to identify the steering brake. Since S' produces the -F produced by the resultant force of each wheel, the S, fine correction S, So" is different for the front, rear, left and right wheels. Both the flat road and the up and down slopes can be applied.

Compared with the published application number: 201110123021.9 and the existing ABS technology: Self-identification self-verification S is completed by the experimental numerical control model: (16) (17). ", Continuous control S.", further improve control S. "The accuracy, the accuracy of the traffic accidents, and the accuracy of the accusation make it generally considered to be continuous control S." It is quite difficult or impossible to become capable.

Compared with the new generation ABS, it can simplify the structure, reduce the cost, and improve the performance. The S value can be corrected according to the difference of ≠1, and S can be made within the time limit when the side slip does not occur. "Super tolerance is timely found and corrected, and control S." Continuous output, can make full use of the adhesion and complete the reasonable distribution of braking force, and can achieve active anti-skid without side slip, so it can be corresponding All or part of the structure and corresponding procedures of the electronic brake force distribution system EBD are omitted, and the corresponding fixed value valve group of partial or full partial pressure variable amplitude is omitted. Use Can fine-correct s. The unique condition of "and continuous control S." is to create conditions for high-precision self-responsibility of traffic accidents.

The invention will be further illustrated by the following examples and examples and the accompanying drawings.

The reasonable value F _max and the corresponding S of the combined resistance of F^+F _w of different road surfaces and vehicle speeds are different. ":

Example 1: Smooth ice pavement: The occlusion resistance and Q value are both small, when the friction temperature follows S. Increased tire, the contact surface of the ice or that there is an increase in humidity aqueous layer was solubilized, i.e. reduced accordingly, directional stability is deteriorated, ₈₇ to increase the braking distance, S. "The threshold value is lower, so the S of the ice path." A slight slip rate of >0 should be selected to achieve the peak performance ε =1 S _T ";

Example 2: For pavements with large occlusion resistance and Q value: The friction temperature needs to follow S. It is added to melt the tread wear from the powder to the viscose and paste it on the road surface to reduce the roughness of the contact surface of the tire and the road. W salt is less, S _{T is} increased, and the critical value of the tread melting is S. "Far" S-throat melting threshold S.", so S. "The threshold is higher, you should choose a higher S." To achieve peak performance 1 (ie F + F _w ) S _T ";

Example 3: Wet bauxite pavement: When the slip ratio reaches a certain value, the pavement will be thinned into a slurry-like lubricant, which will decrease and S _{T will} increase, so S. "The threshold is also different.

The above 3 cases are different S on different road surfaces. "The characteristic example, any road surface has its corresponding critical value S of reasonable value Q (F _w )" and S _T ", the greater the slip rate exceeding the critical value, the worse the directional stability, According to the formula (5), the difference between the V _b threshold S and the slope of the V _b is controlled, and the peak performance of the S _T can be fully realized.

Embodiment 1 is the principle of instant recognition of a flat road.

The dotted line in Figure 1 is the reaction force of the flat path F -F acts on the slider (2) to produce Si, S ₂ , — ^ol ... Schematic, the left side of the dotted line is a reference figure of the prior art.

The principle of instant recognition of the flat road: Emergency braking, as long as the function of the brake is normal, the formula (1) PF=F^=Z is used: The slider of the deceleration meter (2) is directed to the left under the guidance of the guide rail (1) move, against the spring (3) force of P _w, P _w when the balance -F produced i.e. a moving distance (S or (S ₂₎ ...... brakes are released: the slider (2) the next time the role of P _w To the limit on the right, S value = 0. The sliding distance S of the slider is proportional to the deceleration. Because the reaction force F of F is applied to generate S, the test and derivation (S,

(s ₂ ) ......: φ γ, φ ₂ ....

The instantaneous identification of the deceleration value s of the flat road: mfm 3 The force and the reaction force are generated at the same time, and at the same time, the increase and the disappearance are simultaneously recognized, wherein the road surface braking force is the force F; the sliding member (2) overcomes the elastic force P _w moves to the left 8 ₁ or S ₂ ... is the reaction force -F.

In Figure 1: (A) the direction of the arrow is the direction of the force F, (B) the direction of the arrow is the direction of the reaction force -F (ie the direction of travel), and -F is the proportional value of F:

Ie ₌ ^ _{( 6 )}

Gcp F where: G — vehicle weight; m—slider weight.

The body speed is determined by the -F of P=F=F to produce the S' value for instant recognition:

*.* - F = ms = p _w (7 )

··· - ¥ = ms = p _w -s' ( 8 ) where: P _w acts on the balance of the movement of the slider m to the left of Si or S ₂ ... -F and P _w ; S' — P and Start balance = -F and? Balances the distance the start signal slider moves.

The instant 1⁄4 of the S' start signal is the V _b reference value of the real-time road surface calculation S _ov , ie Sov=^— ^ X 100% According to the V _{b of the} instantaneous reference value, S can be calculated at any time by the deceleration slope set by S=. _v .

The simultaneous identification of F and -F ensures that the instantaneous wheel speed of S' is instantly recognized by the vehicle speed reference value, and is applicable to various road surfaces and turning brakes at various up and down slopes and left and right wheels.

At this time: S'≠S; S'≠S";

S" is the correction value of S'.

Since S' is generated from the difference between the flat road and the upslope and downhill, the value before the correction is not recognized, so S' ≠S, because

Since S" is the value of the peak S. which is generated by the identification of various road surfaces, so S" is equal to or better than S. Because continuous control S." is equal to continuous control Fmax equal to control S _T "substituting (5)

S _T "= ( 9 )

p - F max S ₀ Embodiment 2 is a method for identifying, testing and correcting the difference between the down-slope deceleration value S and the flat road

Figure 2 is a slope i and slope angle conversion diagram

The slope angle is 45 °, the corresponding i is 100°, and the actual ramp angle of the road is <45°. The basic principle: the slope is affected by the gravity component Pi, and its S value is different from the flat road (S _B ). Among them, the upper slope will act on the S to have an additional virtual reduction than the flat road; the downhill will act on the S There is an additional false increase in the road, and the increase or decrease of the gap increases or decreases with the increase or decrease of the slope i.

h

i=- X 100 ( 10) Where: (h) is the slope height, and (Z) is the horizontal line length.

Figure 3: is the upward slope effect on the S value from the solid line S _c virtual reduction to the dotted line S _D Schematic diagram 4: is the downhill effect on the S value from the solid line Sc: virtual increase to the dotted line S _D schematic gap (S _B ) to level Road S and S. "Compared to identify and correct:

Uphill identification and s value correction method

Set uphill +i: Gravity acting on the S value has an additional virtual reduction value (S _B ) than the flat road, and the corresponding correction value should be increased by Sc:. Extra gap (S _B )

S _C =S _D +S _B (11)

Test method and determination of uphill gap correction value

.2 by the ······ + i, road test or simulation test table: Test example 5 out of 50 ······ S _D should contrast level upgrading path S value S _e, based on experimental data Slope calculation, determination φ ΟΛ, φθ.2 ······ The corresponding correction values S _C1 , S _C2 ······

The S _D corresponds to the value-added correction table of Sc, and is corrected by the electronic controller.

Uphill identification method

S is calculated from the uphill by equation (2). _V 〉S. "Super flat road tolerance to identify:

s value was reduced additional dummy =? ^ corresponding to the imaginary reduced and v _b = s respective dummy _BV is increased, when the calculated s. _v 〉s. "When the super-flat path sets the tolerance, it means that it is uphill, s. _v 〉s." The larger the value, the larger the slope of the uphill slope, and vice versa, the self-identification of the uphill slope is completed.

Correction method for the upside slope

When the proof is uphill: The command directly converts S _D1 , S _D2 ... into the corresponding S _C1 , S _C2 ... according to the s value correction table, so that different self-identification self-corrected S values are completed. Downhill identification and s value correction method

Downhill identification method

S is calculated from the downhill equation by equation (2). _V <S. "Super flat road tolerance to identify:

Downhill-i: The component of gravity acts on the S value with an additional virtual increase value than the flat path, and the virtual increase of the S value = the corresponding virtual increase of ?^ = V _b and S. The virtual reduction of _v , when S is calculated. _V <S. "The super-flat road sets the boost correction when the tolerance is set. If S does not change, it means that it is downhill. S. _V <S." The larger the value, the larger the downhill gradient. Otherwise: the less, the self-identification of the downhill is completed.

It is assumed that the slope value acts on the S value and the additional virtual value added to the flat road is S _B , and the corresponding correction value should be reduced by s _c , and the additional gap S _B is:

SD one

Sc + S _B = S _D ( 12)

Correction method for the additional gap of downhill:

The correction value of the downhill slope is opposite to that of the uphill slope. When it is proved that it is downhill: The instruction directly converts S _D1 , S _D2 ... into S _C1 , S _C2 ... according to the correction table, so that the self-identification self-correction of the different -i The value is complete.

The test method and determination of the downhill gap correction value are the same as the uphill slope.

Embodiment 3 is a So" anti-lock braking method with direct control ε =1 and a self-identification self-repair method for ≠1

Anti-lock braking method with direct control ε =1: The deceleration meter with the weight moving distance S proportional to the deceleration using the principle of “self-recording brake”, the guiding of the weight movement can be a rigid guide rail, also It can be a spring balance force suspension or a magnetic rail. The deceleration meter is fixed at the appropriate part of the vehicle. When the flat road brakes, the weight of the deceleration meter overcomes the elastic force and moves forward S as the deceleration. The reference value, which is proportional to the forward distance when braking on different roads or (s ₂ )... Input the electronic signal (5) with the voltage signal, and the electronic controller (5) is based on real time (S or (S ₂ ) ··················································································· Need to adjust the braking force:

The fine recognition fine correction method is given by the self-identification self-correction method of ε≠1 as follows: The self-identification self-correction method of the flat path ε ≠1: The test S is defined by various flat roads according to equation (5). "For the slip value of the reference value 1, the command pressure regulator (4) is pressurized according to the set time, test S. "+ X (S ₀ ) value is converted to decompression -X (S.) value, respectively test When the time 2 of +XX or -X+X is measured, and the reference value of 2 is used as the time reference value, the S value is verified by increasing or decreasing the time according to the set interval time after any S value is changed or fixed. "Correct increase or decrease X (S ₀ ) value to identify whether the s fixed value is accurate, at this time: If s ₀ "+s ₀ -s ₀ =s ₀ "

1+X-X=1 (13)

That is to say, the real-time road surface is a flat road, the deceleration self-determined value s is accurate, and then it is transferred to s. "The fixed value of the value, so that the actual effect of the flat road ε =1 anti-lock brake is realized;

Such as 1+Χ-Χ≠1 (14)

That is to say, the difference between S's self-defined value is too large or too small> or <over-± tolerance, which should be corrected by increasing or decreasing S until 1+Χ-Χ=1 or ≠1 is within the tolerance. It is proved that the self-identification self-correcting S value of the flat road ε≠1 is realized by anti-lock braking;

For example, if 1+Χ-Χ=1 but So<or>So" is a tolerance, it means that the braking force is too large or too small. It should be corrected by increasing or decreasing the pressure until S.=S." or ≠S. "Before the tolerance, this is the end: Prove that the braking force of ε≠1 is self-identifying from the correction; The self-identification self-correcting self-verification method from low to 髙ε≠1 goes from low to high ^ S. Inevitably exceeds '-' tolerance: For example, when entering from .1 to .7, I has increased from I to I, but the corresponding control value of P is still at ^0.1, so S is also in Si. The value bit does not increase. At this time: Since P does not increase, P<, So<So" will inevitably exceed the '-'tolerance;

The opposite: such as S. If the tolerance is not exceeded, it means that the difference between high and low is within the negligible tolerance range.

Feature identification and voltage regulation, correction: When S is calculated. _V <S. "Super-tolerance is the command supercharging. At the same time of supercharging, sii^mm, ψ m ^ki^ _{Ψ Ψ} f 1⁄2 33⁄4, proves that the process has been from low to high, and should continue to pressurize until the corresponding S appears. '7 is converted to hold pressure, at the same time: The command is transferred to the deceleration slope set by ε=1 of S ₇ =^0.7 to calculate and control the S corresponding to ^0.7 at any time." Checking and correcting, So far from low to high self-identification, self-regulation, self-correction corresponding S. "Immediately; fine correction and verification: Check this corrected S." S with real-time road ε =1. "If it matches, then press the direct control of the flat road S." +S. -S. Whether =S. "For the comparison amount, make a good understanding of another lj, fine correction, until 1 + - =1 or ≠ 1 within the tolerance.

Thus, from the low to the high ε≠ 1 fine recognition, fine correction, self-validation ε = 1 anti-lock brake is achieved;

Self-identification self-correcting self-verification method from high to low ε≠1

From high to low ^ S. Inevitably exceeds 'tolerance: For example, when ^0.7 is entered into ^0.1, I is reduced from I of .7 to 1.1, and the value of S is also automatically reduced from S ₇ to the same as W salt. P is still at the corresponding control value of ^0.7 is not reduced, at this time: Since P is not reduced, P>F, So>So" will inevitably exceed 'tolerance;

Conversely: If the tolerance is not exceeded, it is proved that the difference between high and low is negligible within the tolerance range.

Feature identification and voltage regulation, correction:

^Μ, prove that the process has been from high to low, that is, the pressure regulation, the point brake reduces s to the occurrence of S. When S decreases to the occurrence of S, the command is transferred to the deceleration set by ε =1 of ^0.1. Slope calculation, control s corresponding to ^0.1 at any time. "Reconciliation and pressure regulation correction, so far from high to low self-identification, self-regulation, self-correction corresponding So" has been completed;

Fine correction and verification: Check the S of this adjustment. "Is the S. with real-time road surface ε =1", and then press the direct control s of the flat road. "+ s.- s. Whether =S." For comparison, make another ij, fine correction, until 1+ - =1 or ≠1 is within the tolerance.

Thus, from the high to the low ε ≠ 1 fine recognition, fine correction, self-validation ε =1 anti-lock brake is achieved;

Self-identification self-correction self-validation method for different road surfaces ε ≠ 1 The road surface identification and correction methods are the same as the up and down slopes of Ping Road and Ping Road respectively. Steering brake identification and pressure regulation

When S' or S" is generated, if the front and rear wheels on both sides have a wheel speed less than the other side and the deceleration correction is invalid, it means that the steering brake is used, and the difference between the wheel speeds on both sides is larger. The smaller the steering radius, the greater the centrifugal force acting on the slip and unsafe hazards.

The peak slip ratio of the steering brake ^. Calculated value: Inner wheel > outer wheel, the optimum range of ^ should be determined according to the formula (3) (4) (5) road test plus derivation. When the identification is steering brake, press the steering ^. To control the value-preserving output, it can also be converted to a high-frequency point brake to control ^. The value of the guaranteed output, the brake frequency is determined by the test. The point kill value output method can also be applied to control S. "The value of the output.

Embodiment 4 is a gravity block (slider) moving distance proportional to the deceleration application example: <Self-recording brake>.

Examples 5 and 6 are respectively given by Examples 1 and 2 of the published application number: 201110123021.9.

Embodiment 7 is a self-responsibility principle for traffic accidents.

Fig. 5 is a schematic diagram of the self-measurement of the initial braking speed and the braking starting point to the accident occurrence point in the embodiment:

In the figure: (S') signal is the effective braking starting point (the real-time wheel speed at point S' is the reference value of the initial braking speed);

(※ is the signal of the accident occurrence point (such as collision, scratching, etc.);

(S _L ) is the driving distance of the wheel speed sensor voltage change once the wheel is purely rolling;

(n) is the number of voltage changes of the (S') signal to the *) signal;

(S _Tm ) is the driving distance of the (S') signal to the ※) signal.

1 1 r ₂

S _Tm =[(S _L Xn+- S _L )+ (S _L Xn+- S _L ) XS ₀ "] X" (15) where:

1 1

[(S _L Xn+-S _L ) + (S _L Xn+-S _L )XS ₀ "] -S _Tr automatically calculates the value; a calculation of the tire rolling radius setting value of S _L ; X is a correction value that improves the accuracy of s _Tm .

In this way, based on the calculation of the (S') signal and the existing S, (SL), (n) calculations, (※ signal generation and recording, calculated according to equation (15): the initial braking speed can be completed. And (S _TM ) automatic measurement, the calculation circuit of the automatic measurement, the recording, display and storage function of related data are completed by the black box (recorder) of the car. Since there are random records: 1 After the accident occurs, it can be timely The accident vehicle moves away from the accident site, reduces the traffic jam time, and improves the accident handling efficiency. 2 In the process of verification, the caliper is also used to measure the difference between the two diameters of the tire perpendicular to the ground and horizontal to the ground. The difference between the two diameters is the actual ratio of the measurement ^ According to formula (15), the difference between the time of emergency braking of vehicles A and B can be calculated, and the high-accuracy and self-determination of traffic accidents can be completed.

Actual results: According to the Zmax test of the European Economic Commission's Automotive Brake Regulation (ECER13):

The adhesion coefficient is defined by the interest rate ε

ε = Zmax / φ

The qualification of ε is defined as follows

ε : ΖιΙΖ ₂ Χ). 75

Where: ζ ₂ —the maximum braking factor that can be obtained when a single axle is braked while the ABS is disengaged and the wheels are not locked;

Ζ—The arithmetic mean of the braking factors when working in ABS (test road and brake axle are the same as when measuring 3⁄4, but should be tested 3 times).

Peak slip ratio S. ", is to unrecognizable, numerically controlled maximum braking factor 3⁄4 (or The maximum braking force Fmax) is referred to as S that can be identified, corrected, verified, and numerically controlled. "Value. Peak slip ratio S.", is the average of the actual slip rate of the zero slip for Z-slip, and the maximum and minimum values of this average are S. "Shi Yun is poor.

The peak braking distance S _T ", is the Sq of Smax." The initial speed of the braking speed to the parking brake is the average of the legal number, and the anti-lock braking performance of S _T " is ε =1 by the continuous control S ₀ " Experimental numerical control model: Equation (16) (17) to complete.

The values described in the full text are relatively unchanged, not the absolute values. Each control value 1 is an approximation, which is based on the requirement to achieve the peak performance range.

In summary, the test methods of Examples 1, 2, 3, 4, 5, and 6, random test establish P=Zmax balance, the same dynamic equivalent zero slip without distortion can be numerically controlled S. "±0.01m, self-identification self-verification self-correction S.", continuous control S. "The experimental numerical control model:

The flat road continuously controls S. "The CNC model:

The up and down slope i continues to control S. "The CNC model:

Where: P ", S", S _c "- is the corresponding value of S."

In the formula: So"+XX= 80" or ≠8()" is within the tolerance, real-time, S, V _b ,

So" is an exact value, which is realized by the NC model ε =1 zero-slip anti-lock brake.

The data recording of the numerical control model and the generation, recording and calculation of the signal of the seventh example (※ signal) complete the high-precision self-recognition of traffic accidents.

Claims

Claim

1. Self-identification fine correction and continuous control method for the corresponding peak slip rate of the road surface, which is characterized by the first road test and the derivation of the flat road Si, S ₂ — ^ Ο. ^0.2··· corresponding peak slip rate So" As the reference value; test and derive the difference between the deceleration value S _{D of the} different slopes of the up and down slope and the flat road S S _B , the correction value S _c , the emergency braking by the reaction force F of F on the weight to generate the initial slip signal S '^ transfection dwell inch between S. _v calculated in real time to identify various types of road: calculating S, S "and S are more stable, flat road is unchanged; calculated S.. _V <S. "Super flat road tolerance and S constant, is downhill; calculate S. _V 〉 S." Super flat road tolerance and S constant, is uphill; directly converted from real-time value S _D to s _c or calculate S _c to correct the S of the up and down slope; the braking process is based on Si, S ₂ = ^ 0.1,

^0.2··· The set or calculated deceleration slope, calculate any time S. _v increase or decrease to identify the increase or decrease: Calculate S. _v , S are all within the tolerance range, there is no obvious change; calculate S. _v increases the tolerance and S also changes, and calculates S from high to low. _v reduces the tolerance and S is more stable, from low to high ^ by the increase and decompression time to make S. "+S.-S.=S." or ≠s. "(ie 1+XX=1 or ≠1) to identify ε =1 or ≠1, when there is a tolerance of 1+Χ-Χ≠1, the S value is corrected according to the difference of ≠1, until The difference between 1+Χ-Χ≠1 is converted to s within the tolerance. The value of the value is guaranteed to be output, so that the electronic controller corrects s according to S' self-identification.

So" and continuous control S." The output of the motor vehicle (for example: car, motorcycle, electric vehicle), liquid and air pressure anti-lock brake is realized by continuous control S. "Experimental numerical control model: (16)

(17) to complete various road surface direct control S. "The anti-lock brake, which simplifies the structure and reduces the cost, can also improve the performance of the anti-lock brake.

2. The self-identification fine correction of the corresponding peak slip ratio of the road surface according to claim 1 And continuous control method, which is characterized in that there is also an active anti-slip method, which can save all or part of the structure of the EBD system, and eliminate the corresponding fixed value valve group of partial or full partial pressure variation amplitude, and reduce the cost to achieve continuous Control S. "The anti-lock brake.

3. The self-identification fine correction and continuous control method for a road surface corresponding peak slip ratio according to claim 1, characterized in that S and S are corrected according to S'. "The test method can also be applied to anti-lock braking performance S." Test with S, mutual verification and detection. S _T can also be used directly as a test standard for anti-lock braking performance.

4. The self-identification fine correction and continuous control method for a corresponding peak slip ratio of a road surface according to claim 1, characterized in that the record of the effective brake signal (S') of the emergency brake before the traffic accident has ( The initial braking speed at the S') signal and the distance from the (S') signal point to the accident occurrence point signal (S _Tm ) are automatically measured, calculated, recorded, stored and displayed.

The self-identification fine correction and continuous control method for the corresponding peak slip ratio of the road surface according to claim 1, characterized in that S and S are corrected according to S'. "There is also the opposite of the speed: the speed is high S." Low, the speed is low S. Automatic adjustment and control of "high relative increase or decrease S."

6. The self-identification fine correction and continuous control method for the corresponding peak slip ratio of the road surface according to claim 1, characterized in that the corresponding adjustment and control of the peak slip ratio of the curve braking can also be correspondingly tested.

7. The self-identification fine correction and continuous control method for a road surface corresponding peak slip ratio according to claim 1, characterized in that S and S are corrected according to S'. "The fixed value can also be used after the constant value can be used to control S."